Auxiliary air and air-moistening device for internal-combustion engines



AUXILIARY AIR AND AIR MOISTENING DEVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED DEC- 23. I918- nm'swzo AUG. 36. 1921.

1,411,841. Patented Apr. 4, 1922.

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THOMAS N. GOFFELDER, OF PITTSBURGH, PENNSYLVANIA.

Specification of Letters Patent.

Patented Apr. 4, 1922.

Application filed. December 23, 1918, Serial No. 268,033. Renewed August 30, 1921. Serial No. 497,051.

To alt wlz omc't m-ay concern:

Be it known that I, THOMAS N. CorrELnnR, a resident of Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Auxiliary Air and Air-lvloistening Devices for Internal-Combustion Engines, of which the following is a specification.

This invention relates to attachments for internal combustion engines for the purpose of admitting to the engine cylinders water vapor and air which serves to prevent the deposit of carbon in the cylinders or to remove that which has been deposited, and also to decrease the amount of fuel used, increase the power of the engine, and in general enables the engine to work with maximum efliciency.

In the accompanying drawing which shows one embodiment of the invention, Fig. 1 is a plan view showing the engine'cylinders in rectangular outline and showing the attachment in plan view; Fig. 2 is a side elevation of the same mechanism, parts being shown in section; Fig. 3 is an end elevation with parts shown in vertical section; and Fig. 4 is a plan view of the vaporizer.

In the drawing reference numeral 1 indicates the engine cylinders, 2 the intake manifold thereof, 3 any suitable form of carburetor operating in the usual way to atomize the liquid fuel and admit the gaseous mixture to the intake manifold, and 4% the usual butterfly valve in the connection between the carburetor and the intake manifold. All of these parts may be of the usual or any desired construction and arrangement and need not be modified in any part to adapt them to the present invention.

5 indicates a suitable water tank which can be mounted in any suitable position, such as from the outer face of the dash of an automobile. This is provided in its top with a filling opening 6 and in its bottom with a 'fitting 7 providing a drip opening which is regulated by the needle valve 8, the stem of which extends through the top of the tank and is there provided with an arm 9 to which is connected an operating rod 10, extending to the dash of the vehicle, for regulating the position of the needle valve 8 and varying the quantity of water escaping through the drip opening. A notched segment 11 on the top of the tank 5 is en gaged by the arm 9 and serves to hold the needle valve in whatever position it is adjusted.

Underneath the drip fitting 7 is located an air moistener, this being in the form of an inverted. cone 12 having the drip fitting 7 connected centrally to its top13, and having its lower end or ape); connected by pipe 14 to the intake manifold of the engine, or to any point between the butterfly valve 4: of the carburetor and the engine cylinders. The drip fitting 7 is provided with a window 15 through which the drops of water passing through the drip can be viewed in order to determinethe'amount of water going to the moistener. This moistener is provided with a filling of suitable porous material 16, such as a silksponge, and the top wall 13 is provided with a series of minute openings 17 over substantially its entire area, except at its center. As a consequence air enters through these perforations in thin streams and is drawn downwardly through the sponge or other porous material 16, in converging lines which meet at the apex of the cone, as a consequence of which the air absorbs moisture from throughout the entire interior of the moistener and maintains a substantially uniform moist condition throughout the sponge. and is thoroughly and effectively moistened.

The pipe 14 is provided at any suitable point. preferably closeto its connection with the intake manifold, with a suitable valve 18 for opening and closing said pipe 14, and which valve is provided with an arm 19 to which is connected. an operating rod 20. extending to the dash of the vehicle, or other suitable point, and by means of which the valve 18 can be manipulated to out off the supply of air and water vapor whenever desired, such, for instance, as when start ing the engine.

The pipe 1a is curved as shown, having its highest point 21 located materially higher than the top of the moistener 12, so that in case the needle valve 8 is left open. say over night, the water which drips down through the same will collect in the lowest portion of the pipe 14, until it overflows through the perforated top of the moistener, thereby making it impossible to flood the carburetor with water.

In the use of the attachment described, it. will be found advisable to close the valve 18 when starting the engine, and keep it closed through the per orations 17 in the topof the V moistener, said air passing through the Wet l sponge and absorbing moisture from the water held by the same. In this way water vapor and an auxiliary air supply are added .to the fuel mixture supplied by the carburetor. The amount of water vapor so supplied to the engine cylinders can be regulated by adjusting the needle valve 8 so as to admit more or less water to the moistener, as may be found necessary.

The water vapor admitted to the cylinder acts .to loosen up any carbon which has depositedtherein, and when the engine cylinders vareclean' acts to maintain the cylinders in clean condition. This, as is well known, greatly adds to the efficiency of the engine.

Furthermore, the water vapor under the intense .heat of the explosion is disassociated into oxygen and hydrogen, both of which are inflammable and therefore add to the energy of the explosion. It has been found that with the auxiliary air and water vapor attachment described, an internal combusvtion engine exerts much more power and with the use of less fuel than without such attachment. At night, or when not running, the needle valve 8 should be closed, but should it accidentally be left open, the water will accumulate in the lower bend of pipe 14 untilit overflows the moistener, and inasmuch as the valve 18 is normally kept closed when Starting the engine, the engine will be at considerable speed before this accumulated water can be sucked into the cylinders, and one or two revolutions of the engine will sufiice to entirely exhaust the accumulated water from the pipe 14 and discharge it through'the engine exhaust. The momentum of the engine will be sufiicient tocarry it over this short period.

The attachment described not only provides for the admission of watervapor to the engine cylinders, but also provides for regulating the amount of Water vapor admitted to the engine cylinders and varying it as best suited for the efficient operation of the engine, and also provides means for entirely cutting off the vapor supply, such as when starting the engine, or when the engine is cold, or at any other time when the efficiency of the engine appears to be better without the admission of water vapor thereto. v I

I claim:

1. An auxiliary air moistening attachment for internal combustion engines, comprising an inverted cone-shaped casing having a foraminous top for the admission of air, a regulable water supply 'to the top of said casing, porous water absorbent material in said casing, and a connection from the bottom :apex of said casing to the inlet manifold of the engine.

2. In an auxiliary air moistening attachment for internal combustion engines, in combination, a carburetor connected to "the engine inlet manifold, an inverted conicshaped casing having a foraminous :top for the admission of-air, porous waterabsorbent material in said casing, a regulable water supply through the top of said casing, and a connection from the bottom apex of said casing to the inlet maniio'ld of the engine between the carburetor and the engine.

'3. An auxiliary air moistening attachment for internal combustion engines, comprising a casing having an air inletthro h its top, porous water absorbent material in said casing, a regulable water supply to said casing, a connection from the bottom of the said casingjto the inlet manifold of the engine, the top of'said casing being located below the highest point of said connection, and a manually operable valve controlling said connection.

In testimony whereof, I have hereunto set my hand;

THOMAS N. COFFELDER. Witness:

' Amos A. 'TRILL. 

